Signal.



F. T. VANATTA.

SIGNAL.

APPLICATION FILED MAR. I5. 1915.

Patented Feb. 12, 1918.

3 SHEETS-SHEET I.

WITNESSES F. T. VANATTA.

SIGNAL.

APPLICATION FILED MAR. 15. 1916.

Patented Feb. 12, 1918.

3 SHEETS-SHEET 2.

maw o INVENTOR F. T. VANATTA.

SIGNAL.

APPLICATION FILED MAR. I5. 1916.

Patented Feb. 12,1918.

3 SHEETS-SHEET 3.

INVENTOR A?" /M WITNESSES a rs arena FRANK T. VANATTA, OF MILL VALLEY,CALIFORNIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE,PENNSYLVANIA, A CORPORATION 015 PENN- SYLVANIA.

SIGNAL.

aasaesa.

To all whom z't may concern Be it known that I, FRANK T. VAIFATTA, acitizen of the United States, residing at Mill Valley, in the county ofMarin and State of California, have invented certain new and usefulImprovements in Signals, of which the following is a specification.

My invention relates to signals, and particularly to signals for use atgrade crossings of railways and highways for the pur pose of Warningpedestrians and occupants of vehicles traveling on the highway of theapproach of trains.

One object of my invention is the provision of a signal of thischaracter which comprises a warning member, such as a semaphore, biasedto occupy one position, which semaphore is held in another position whenno train is approaching and the sig nal and controlling apparatus are inproper working condition, and which semaphore is caused to oscillate orwag to give a warning indication upon the approach of a train. Thesignal will therefore give one warning indication when a train isapproaching and all parts are in proper operative condition, and anotherand distinctive warning indication when any part of the signal or itscontrolling apparatus is out of order regardless of whether or not atrain is approaching.

I will describe one form of signal embodying my invention, and will thenpoint out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is a View showing in frontelevation one form of signal embodying my invention. Fig. 2 is an endView of the devices which are mounted on the free end of the arm 3 inFig. 1. Fig. 3 is a fragmental view showing the range of movement of thewarning member itself while the said member is giving the warningindication due to the approach of a train.. F ig. 4 is a view partly inelevation, partly in section and partly diagrammatic, showing themechanism M and also one form and arrangement of controlling apparatusand circuits for the signal. Fig. 5 is a sectional view on the line VVof Fig. 4 looking in the direction of the arrows. Fig. 6 is a sectionalview on the line VIVI of Fig. 4 looking in the direction of the arrows.Fig. 7 is a sectional view on the line VII-VII of Fig. 4, looking in thedirection of the arrows.

Similar'reference characters refer to similar parts in each of theseveral views.

Specification of Letters latent.

l .2. m dfltetlfh Patented Feb. 23, Twin. Serial N 0. 84,332.

Referring first to Fig. 1, the signal in the form here shown, comprisesa post or mast l mounted on a base or foundation 2 located at the sideof the highway near the crossing of the highway and the railway.

is post or mast l carries an arm 3 which projects across the highway sothat the warning devices mounted on this arm near its outer end arelocated over substantially the middle of the highway where they can beplainly seen by pedestrians or occupants of vehicles using the highway.Attached to the arm 3 near its outer end is a depending forked bracket l(see Figs. 1 and 2) the two arms of the fork constituting bearings inwhich a shaft 5 is mounted to oscillate. This shaft carries apendulumlike device comprising a semaphore 7 and radial rods 6 which arerigidly attached to the shaft 5. The semaphore 7 constitutes the warningdevice of the signal, that is, the device which by its position ormovement indlcates to a traveler on the highway whether or not it issafe to cross the railway track. This semaphore is referred to morebroadly hereinafter in the claims as a member mounted to oscillate. Thesemaphore 7 preferably has a warning legend, such as the word Stop,inscribed thereon as indicated in Fig. 1, such legend generallyappearing on both sides of the semaphore, and the semaphore alsopreferably carries one or more electric lamps 8 for giving a warning atnight. p

The semaphore 7 is controlled by a flexible connector 9,'preferably awire, one end of which terminates in ashort length of chain 9" whichpasses over and is attached to a grooved wheel 10, which wheel isrigidly attached to the shaft 5. As here shown, the radial rods 6 whichcarry the semaphore 7 are mounted in a hub integral with the wheel 10.It will be seen that by pulling the connecting wire 9 to the right asviewed in Fig. l, the semaphore 7 will be drawn away from the verticalposition to which it is biased by gravity.

The other end of the wire 9 terminates in .a chain 9 which passes overand is attached "gravity, it hangs in the vertical position,

which is the position in which it is shown in full lines in Fig. 1. If,while in this position, the wheel 13 isturned in the di-- rectionindicated by the arrow thereon, the semaphore 7 will be swung inopposition to the force of gravity into a position such as thatindicated in dash lines in Fig. 1.

This is what I will term the proceed position, that is, the position in.which the signal indicates that no train is approaching and -thattherefore a traveler on the highway may proceed across the railwaytrackin safety. If desired, a fixed shield may be attached to the arm 3to obscure the semaphore 7 while in the proceed position, such shieldpreferably being arranged to obscure both faces of the semaphore. As thewheel 13 turns to wind the chain 9" thereon, the trunnions 12 fit intorecesses 1.3 cut into the rims of the wheel, so that the chain is notraised out of the groove in this wheel. Assume now that when thesemaphore 7 is in the upper or proceed" position, the wheel 13 isreleased and the forked jaw 11 is caused to oscillate. This jaw, actingon the trunnions 12, will exert intermittent pulls to the right on wire9 and so will cause the semaphore 7 to oscillate through a suitableangle on opposite sides of its vertical position; the limits of thisoscillation may be as indicated by the full and the dash lines in Fig.3. This oscillation of the semaphore constitutes what I will term thestop or danger indication, that is, it conveys to a traveler on thehighway the information that a train is approaching and that it istherefore dangerous to cross the track. The period of oscillation of thejaw 11 is preferably the 4 same as the natural period of oscillation ofthe semaphore 7.

Referring now to Figs. 4, 5, 6 and 7, I

'will' explain the structure and operation of the mechanism M by meansof which the desired operations of the wheel 13 and jaw 11 areaccomplished.

The mechanism comprises an inclosing casing and framework 14 in which isjournaled a shaft 13 to which the wheel 13 is rigidly attached. 1 At theinner end of this spring This pinion 16 is operatively connected attimes, through a directional clutch as will be hereinafter explained,with a gear 18 also mounted to rotate freely on the shaft 17. Meshingwith the gear 18 is a pinion 19 which is integral with a gear 20 and.both

of which are mounted to rotate freely on the shaft 13". The gear 20meshes w1th a. pinion 21 which is rigidly attached to the shaft 17.

Operatively connected with the shaft 17 are an electric motor E and aholding device H, both of which are shown diagrammatically in Fig. 4 forthe sake of simplicity. The motor E maybe of any desired type; as hereshown it is a two phase induction motor comprising a rotor 23 attachedto shaft 17 and two stator windings 24 and 24:. The holding device H maybe of any desired type, and as here shown it is similar to the devicedisclosed in United States Letters Patent No. 1170360, granted to JohnD. Taylor on February 1, 1916; this device comprises arotor member 25Opera tively connected with the shaft 17, and an energizing winding 26.It is understood however that any desired type of holding device may beemployed, the essential thing being that when this device is energizedit shall resist the torque exerted on the shaft 17 by the Warningsemaphore 7 when the latter occupies the position in which it is shownin dotted lines in Fig. 1, and that when the device is denergized itshall permit free rotation of the shaft 17.

The angle of oscillation of the wheel 13 is limited by a stop device asshown in Fig. 7. This device comprisesa member 28 fixed to shaft 13 andprovided with two wings adapted to engage a shoulder 27 formed on ablock 27. This block is mounted to slide in suitable guides formed inthe casing 14:, and its downward movement is limited by a screw 29. Theupward movement of this block is limited by another screw 30 betweenwhich and the block is a shock-absorbing The forked jaw 11 is fixed to ashaft 11 as hereinbefore stated, and. this shaft is mounted to oscillatein suitable hearings in the frame 14 as shown in Fig. 4. Fixed to thisshaft at its inner end is a crank arm 32 (see Fig. 5) in which isjournaled a roller 32 which coacts with a cam 22 attached to the face ofthe gear 18 and shaped substantially as shown in Fig. 5. Rotation ofthis cam therefore causes oscillation of the jaw 11 which in turn causesoscillation of the semaphore 7 as hereinbefore described.

It has already been pointed out that the gear 18 and the pinion 16 areconnected by means of a directional clutch. Referring to Figs. 4 and 6,this clutch as here shown is of the ball type, comprising a circulardisk 33 integral with the pinion 16, which tataeae disk is located in acylindrical recess 34 in the face of gear 18. The surface of the disk 33is provided with triangular notches 37 in which are located balls 35,and these balls are pushed into wedging position by springs 36 in theusual and well known man ner. It will be seen therefore that when thegear 18 is rotated in the direction of the arrow a in Fig. 6 the clutchis operative to drive the pinion 16 and the wheel 13 is then turned insuch direction as to raise the banner 7 to the dash line position inFig. 1; but when the gear 18 is rotated in the opposite direction theclutch becomes moperative so that no torque is transmitted to the wheel13.

Operatively connected with the shaft 13 is a circuit controller 0comprising two rotatable contact segments 40 and 41 cooperating withfixed contact fingers as shown in Fig. 4. These contact segments areattached to a shaft 42 to which is fixed a gear 39, and this gear mesheswith another gear 38 attached to the end of shaft 13".

In Fig. 4 I have shown a portion of a railway track R over which traflicmoves in the direction of the arrow, and crossing this track at grade isa highway or street S. A portion of the track to the right of thehighway crossing is divided into an insulated track section by insulatedjoints 44, and the rails of this section form part of a track circuitwhich comprises also a battery 43 connected across the rails near oneend of the section and a track relay T connected across the rails nearthe other end of the section.

The motor E and holding device H are operated by alternating currentfrom a suitable source which as here shown is a transformer 46, and thesupply of current to these devices is controlled by the track relay Tand the circuit controller C. I have also shown a hand switch 47 fordisconnecting the transformer from the signal when desired.

The operation of the signal as a whole is as follows: 1

I will first assume that the track circuit is unoccupied and that thehand switch 47 is open as shown in Fig. 4. The motor E and holdingdevice H are then deenergized, so that the parts of the mechanism M arein the positions in which they are shown in Figs. 4 and 5, and thesemaphore 7 hangs vertically as shown in Fig. 1. If new the tracksection remains unoccupied and hand switch 47 is closed, the windings ofmotor E will become energized; the circuit for winding 24 is fromsecondary of trans former 46 through wire 48, contact segment 41,reactance 49, wire 50, winding 24*, wire 51, wire 52 to transformer 46;the circuit for winding 24 is from secondary of transformer 46 throughwire 48, segment 41, wire 53, upper point of relay contact 54, wire 55,

20 and 19) in the direction indicated by the arrow at in Fig. 6. Theclutch is then operative to connect gear 18 and pinion 16, so that wheel13 is turned in such direction as to draw the semaphore 7 to the rightas viewed in Fig. 1. When the semaphore reaches substantially the dashline position shown in Fig. 1, both motor winding circuits are opened bycontact segment 41, and the circuit for the winding'26 of the holdingdevice H is closed by segment 40. This latter circuit is from thesecondary of transformer 46 through upper point of relay contact 58,wire 59, winding 26, wire 60, contact segment 40, and wire 52 to thetransformer. The motor E therefore becomes de energized, and the holdingdevice H is energized to retain the semaphore in the upper or proceedposition. The mechanical stop 28 prevents over-running this position.While the semaphore is being drawn to the proceed position the cam 22 isof course rotating. This does not, however, cause oscillation of the'jaw 11; the jaw will merely be moved to its extreme right hand positionas viewed in Fig. 1 and will remain there, there being no force to causeit to return as the cam recedes from its follower 32. Oscillation of thejaw during this movement of the semaphore would do no harm however,because soon after the semaphore leaves the vertical position thetrunnions 12 move out of the path of the jaw 11.

I will now assume that the signal is in the proceed position and that atrain enters the track circuit section, causing relay T to open. Theopening of the upper point of relay contact 58 opens the circuit for theholding device H so that the semaphore begins to fall by gravity, thuscausing rotation of wheel 13 and the entire train of gears in thedirection opposite to that in which these parts moved while driving thesignal to the proceed position. A very slight movement of the parts issufiicient to close contact 41, whereupon the motor E again becomesenergized. The circuit for the motor winding 24 is the same as before,

but the circuit for winding 24 is now from thus reversed, hence thedirection of rotation of motor E is reversed. Gear 18 now rotates in'theopposite direction and therefore does not drive pinion 16. As soon asthe semaphore falls to such point that the trunnions 12 engage the jaw11 this Jaw beginsto exert periodic pulls on Wire 9, and the semaphoreis then caused to oscillate o r wag through substantially the angleindicated in Fig. 3, thus giving the danger or stop indication. As soonas the entire train has passed the highway S, relay T becomes energizedand the direction of rotation of the motor is reversed, thus causin thesemaphore 7 to be again swung to an held in its proceed position.

Attached to the shaft 5 (Fig. 2) are two contact rings 61 (see also Fig.4) to which the lamps 8 are electrically connected; and bearing on theserings are two fixed brushes, one of which is connected directly to theupper transformer secondary terminal and the other of which is connectedwith the lower secondary terminal through the lower point of relaycontact 58. Hence as long as the track relay T is energized the lamps 8are extinguished, but when a train approaches and causes deenergizationof the relay so that the banner 7 is caused to oscillate, the lampsbecome illuminated.

It will be observed that in case of failure or breakage of any part ofthe mechanism between the wheel 10 and the holding device H, thesemaphore 7 will fall to the vertical position, thus indicating to atraveler on the highway that the signal is out of order and that he mustrely entirely on his own senses to cross the railway in safety. The sameresult follows in case of failure of the source of current supply forthe signal.

Although I have herein shown and described only one form of signalembodying my invention, it is understood that various changes andmodifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. A railway crossing signal comprising a pendulum-like warning membermounted to oscillate, electromagnetic means for causing said member toswing to and fro continuously, and electromagnetic means for holdingsaid member in an inclined position.

2. A railway crossing signal comprising a pendulum-like warning membermounted to oscillate, electromagnetic means for causing said member toswing to and fro continuously to indicate danger, and electromagneticmeans for holding said member in an inclined position to indicatesafety.

3. A railway crossing signal comprising a pendulum-like warning membermounted to oscillate, electromagnetic means adapted when energized tocause'said member to swing to and fro continuousl, and otherelectromagnetic means adapte when energized to hold said member in aninclined position.

4. A signal comprising a warning member mounted to oscillate and biasedto one indicating position, an electric motor, means operated by saidmotor during rotation in one direction for moving. said member againstits biasing force to another indicating position, and means operated bysaid motor during rotation in the other direction for causingoscillation of said member.

5. A railway crossing signal comprising a pendulum-like warning membermounted to oscillate, means for causing continuous swinging of saidmember, electromagnetic means for operating said first-mentioned means,and electromagnetic means for bolding said member in an inclinedposition.

6. A railway crossing signal comprising a pendulum-like warning membermounted to oscillate, an electric motor having a member which rotateswhen the motor is energized, means operated by said motor member forcausing said warning member to swing to and fro continuously, andelectromagnetic means for holding said warning member in an inclinedpositlon.

7. A signal comprising a warning member mounted to oscillate and biasedto one indicating position, an actuating connector operatively connectedwith said member and adapted to swing the member away from its biasedposition, means for exerting a steady force on said connector to movethe member to and hold it in another indicating position in oppositionto its bias, a trunnion fixed to said connector, a jaw mounted tooscillate in operative relation to said trunnion, and electrical meansfor operating said first-mentioned means and for causing oscillation ofsaid jaw.

8. A railway crossing signal comprising a pendulum-like warning memberbiased to an intermediate position wherein it gives a warningindication, means for causing continuous oscillation of said member togive an indication of danger, and means for holding said member in aninclined position wherein it gives a safety indication.

In testimony whereof I aflix my signature in presence of two witnesses.

FRANK T. VANAT TA.

Witnesses:

E. L. SoHAUBEL, G. E. HATCH.

